Julesmusician From , joined Dec 1969, posts, RR: Posted (7 years 11 months 1 week 4 days 2 hours ago) and read 4154 times:
Following the incident over London where a 747 was running with very little engine power there have been recommendations that all pilots should be aware of their no power gliding profile of their aircraft - is this every done in simulators or if this did happen is it always down to a pilot's skill?
Fr8Mech From United States of America, joined Sep 2005, 4776 posts, RR: 12 Reply 4, posted (7 years 11 months 1 week 3 days 23 hours ago) and read 4101 times:
The EPR will less than 1.00 on descent.
The PT2 probe is located on the outboard side of the pylon. Left side for #1 & #2, right side for #3 & #4.
I've worked on the classics quite a bit, I believe I even worked N481EV, back in the day, and I've never heard of the '#6 throttle position'. He may have been referring to the index markings on the pedestal which are used by maintenance to mark throttle positions. 6 would have the throttle standing straight up, but nowhere near their max travel of about 11 or 12 (as I recall).
Interesting, according to the FDR graphic, the engines were stuck around the 1.15 - 1.21 range. This the 'bleed-shift' range (on the ground). As I recall, a JT9-7(x) that won't make power, but still has an increasing EGT, has not had 'bleed-shift'.
Bleed-shift is controlled on the engine independently of the other engines, except that one of th bleed controllers looks at air/ground logic. I just don;t remeber enough about chapter 75 on the JT9 to work it through my head any further.
When seconds count...the police are minutes away, therefore never leave your cave without your club.
PhilSquares From , joined Dec 1969, posts, RR: Reply 5, posted (7 years 11 months 1 week 3 days 21 hours ago) and read 4042 times:
The number 6 position is just the thrust lever markings on the throttle quadrant. They're used for rigging.
As a technique, I avoid using V/S because you can get slow very easy. In the older JT-9 engines, if you got slow it really took a good airflow through the fan to make sure the engine would accelerate. As Fr8Mech pointed out, there is a bleed shift issue and the older engines really suffer from those problems.
KJFK31L From United States of America, joined Jan 2006, 148 posts, RR: 0 Reply 6, posted (7 years 11 months 1 week 3 days 20 hours ago) and read 3977 times:
The report cited that the aircraft engines have a bleed air issue when the 747 is operating "light". It also indicates that the way to rectify such an issue is to power up the engine (to position 6). After 10 seconds the valve will reset itself and normal flight can be resumed.
Is this a common problem for 747-200 cargo aircraft operating with small cargo loads?